Power take-off and associated mechanism



P. H. DAVEY POWER TAKE-OFF `AND ASSOCIATED MECHANIM Filed De@ 18, 1933 5sheets-sheet 1- Aug. 18, 1936.

Aug. 18, 1936. P. H..DAvEY POWER TAKE-OFF AND ASSOCIATED MECHANISM 5sheets-sheet 2' Filed Dec, 18, 19:53

Pau! wey MM# 5 `Sheets-Shes?, :5

P.- H. DAvl-:Y

Filed DSC; 18, 1933 POWER IAKE-OF` AND ASSOCIATED MECHANISM Aug.v 18,1936.

Pau/,H Dd y Patente Aug. 18, 1936 I.UNITED STATES PATENT ASSOCIATEDMECHANISM Pani H. Davey, Kent, Ohio Application December 18, 19433,Serial No. 702,993

19 Claims.

This invention relates generally to mechanisms employed in connectionwith power shafts to take off power for the operation of aircompressors, welding generators and like power units, and morevparticularly to such mechanisms and their manner of mounting inconnection with the drive shaft of an automotive vehicle.' y

Prior mechanisms of this type have usually involved a support for thetake-oft' device immediately upon the vehicle frame or chassis or onmembers attached thereto in a manner such that they become anintegral-part of the frame or chassis, a. sliding gear construction insome cases being directly supported on a casing. which amounts to apillow block. In such constructions, the take-oir unit is compelled topositively follow the truck frame or chassis in its weaving during roadtravel and as a result, the bearings and associated elements of the unitare'subjected to undue stresses which materially decrease their life andincrease the possibility of the unit becoming inoperative or breakingdown at any time. Inasmuch as such units when employed in con'- nectionwith automotive vehicles are generally used on remote jobs far fromrepair shops, it is evident that the dependability and long lifelthereof becomes an important factor in the overall efficiency of thevehicle and its attached unit`or units.

My present invention, which is an improve- A ment over the devicedisclosed in my copendlng itself to the weave application, Serial No.675,152, iiled June 10, 1933, Patent No. 2,014,797, issued September 17,1935, overcomes this disadvantage of the prior art' structures in thatthe drive shaft of the automotive vehicle which take-olf issubstantially rigidly supported by the frame of the vehicle as -isdesirable, yet my im'- proved take-oil' unit is mounted with therequisite exibility to permit it to yield and accommodate of the vehicleAframe during road travel and to the varying distortion of the vehicleframe under different loads. My improved take-oif and its associatedmechanism is also designed to transmit the full power available in theprime mover, and readily adjust itself when put into operation when thesupporting vehicle is so positioned that the frame thereof is distortedfrom normal alignment. This self adiustment is accomplished by theprovision of self-aligning supporting means in connection with the powertake-ofi' whereby any reasonable amount of weaving and warping of thetruck frame mayv take place without damage to the unit or its supportingbearings, and by novel .internal construction passes through the power(Cl. 18o-'53) permitting an overall contraction and expansion of theunit. My improved power take-off unit thus becomes van essentiallyindependent transmission unit capable of self adjustment to varyingpositions relativeto the further advantagev that it frees the powertake-off from the necessity of Iexact alignment `with the drivey shaftof a truck on which it is mounted, which has been an ever-presentproblem in the previous designs of n such units. In most prior deviceswherein the transmission mechanisms are confined to a supporting case,the size and arrangementof gears therein must of necessity be connedwithin definite limits which-seriouslylimit the power that can betransmitted thereby, whereas with the present invention a relativelyvwide latitude is afforded in 'such selections. My present invention isalso 'a marked improvementfover the device disclosed in my priorapplication in that a more compact and less expensive assembly ofmechanism for example, such as an air-compressor and a power take-olfdevice, is provided in a manner that leaves the full normal cargo spaceof the truck forl use as desired.

the truck frame, and has.

OFFICE l l' My present invention has a, further advantage in throughwhich the full prime -mover power may be emciently transmitted, that,may. be readily installed on automotive vehicles now in use or builtinto such vehicles in the course of construction thereof in a mannersuch that it may be considered an essentially independent transmission vunit that will stand up under the shock of road travel, and weaving anddistortion oi the vehicle frame for a period considerably in excess ofthe usual life oi' prior units.

' A further object of my invention is to provide a novel power take-ofidevice that is supported in connection with the drive shaft of a truckor like vehicle' through an arrangement whereby the necessity for exactalignment with the drive shaft v 1s eliminated and the take-'01T ismaintained in a semi-floating state whereby it may accommodate itself todistortion and'weaving of the truck frame .without .the application ofundue 'and harmful A stresses to the bearings associated structure.$till` a further object of my invention is to of the take-oil? ortheirlil ' relation with respect to the provide novel supporting means inconnection with a power take-off unit on a truck drive shaft and truckframe, the supporting means being of a design to support the take-off ina semi-floating relation while yet supporting and maintaining the driveshaft in the preferred substantially rigid relation, thus permitting thetake-'off to yield and accommodate itself to weaving and warping of thetruck frame during road travel and under different loads.

A further object of my invention is the provision of a novel powertake-off arranged to be mounted on the frame of a truck or similarvehicle, the mounting and the take-off being of novel character wherebythe take-off is supa universal, self-aligning, semi-oating supportingframe, the take-off being characterized by its ability to ported inadjust itself with respect to length to thereby' avoid undue strains setup due to changes in alignment.

Another object of my invention is to provide a novel power take-olfadapted for use in connection with a truck or like vehicle, and forsupport on the frame thereof, novel supporting means being providedbetween the truck frame and the take-off whereby the take-off ismaintained in self-aligning and semi-floating relation provision of apower take-off of novel design particularly adapted for insertion in apower or drive shaft, the take-off comprising two shafts in generalalignment with one another and the drive shaft, with lthe spaced ends ofthe takeoff shafts being supported in self-aligning means, the closerends of the two shafts being arranged to be rotatably supported inadjacent relation in a manner to permit a limited amount of relativelongitudinal movement therebetween whereby the take-off is maintained ina semi-floating, self- Cil aligning relation to the supporting frame,and is capable of self-adjustment to varying lengths in accordance withchanges in alignment.

A further object of my invention is to provide a. novel power take-onparticularly adapted for insertion in a power or drive shaft, thetake-off comprising a split shaft with novel means t0 maintain' the axesof the split portions in fixed relation to one another as by anarrangement with the adjacent ends of the split sections rotatablysupported-by each other at at least two points in telescopic relationand the spaced ends being supported in self-aligning bearing meansmounted on a suitable base or-ba'ses whereby the take-off may adjustitself to changes in alignment of the base or bases in addition toadjusting itself with respect vto relatively small changes in lengthoccasioned by the changes in alignment while maintaining its containedmechanism in correct alignment to prevent the de-l velopment of internalstrains.

lAnother object of my invention is the pro- '..vision of novel pow-ertake-off means in a novel combination with a power converting unit suchas a compressor,v generator or the like whereby the power vconvertingunit and the take-off therefor may be so positioned 'with reference tothe drive shaft and the frame that'there is substantially no sacrificeof the original cargo space.

A further object of-my invention is a novel combination of a power unitsuch as a compressor or generator and the like with a power takeoffdevice whereby the combined unit may be positioned around the driveshaft of a vehicle and supported thereon and on the frame in a mannerthat permits of the self-alignment and accommodation of the unit toweaving and distortion of the truck frame and entails no sacrifice ofcargo space.

A further object is the provision of a novel power take-off device foruse particularly in connection with trucks, embodying al selectiveclutch and gear mechanism whereby the power from the drive shaft may beoptionally directed either to a power converting unit, to the drivingwheels of the truck, or both, novel supporting means from the truckframe and drive shaft being provided whereby the power take-off mayyield to align itself in accordance with weaving of `the truck frameduring road travel while the drive shaft is maintained in its desiredposition.

My invention has as a further object the provision of novel powertake-0E means in combination with a selective clutch and gear mechanism,adapted to transmit the full available power of the prime mover, thewhole being of` compact design and capable of insertion in a driveshaft. countershaft or the like and being designed to yield to thedistortion and flexing of such a shaft without resulting harm to thetake-off means or a reduction in its efficiency.

Another object of my invention is the provisionv of a novel powertake-off means designed `to be positioned adjacent driving and drivenshafts and mounted thereon. for relative movement in such manner thatexact alignment need not be maintained therebetween `for proper andefficient operation, novel self-aligning supporting means beingprovidedin connection with the take-off to permit a requisite amount ofdisplacement to accommodate distortion of the basic support.

It is still a further object of my invention to provide a power take-offmeans for insertion in a drive shaft of a truck and having novel clutchand gear mechanism associated therewith whereby one or a plurality ofpower converting units may be driven therefrom, the truck wheels driventherefrom or both the unit or units and the truck wheels drivensimultaneously, the novel I 4design of the take-off means affording acomshaft sections being utilized immediately adjacent' the powertake-off mounting whereby the reaction thereupon is taken by the splitshaft with no consequent distortion by stresses `that would tend todecrease the efficiency thereof or reduce its anti-frictioncharacteristics.

Still a further object of my invention is to provide a novel manner ofconnecting sections of a split propeller shaft through properlylubricated anti-friction means whereby a power takereduction in thepowertransmitting eiiiciency of the shaft as a result of the reaction of thebe driven in addition to the driven shaft;

power take-off, novel clutching elements being also provided between thepropeller shaft and the power take-off at a point immediately adjacentthe anti-friction means to further' minimize thel resultant reactionagainst the shaft.

A further object of my invention is the provision of a power take-off ofnovel design together with selective clutch and gear mechanism whereb ythe construction thereof and the supporting means therefor is such thata relatively wide latitude is afforded for choice in the size andarrangement of gears and the arrangement thereof with the clutchingmechanism.

Still a further object of my invention is to provide a novel manner ofmounting a power take-off on a truck now in use or during the.manufacture thereof whereby existing elements of the frame are utilizedto best advantage and the take-off is assured of a semi-floatingrelation thus affording its accommodation to weaving of the frame duringroad travel ordistortion of the frame due to varying loads, the mannerof mounting being relatively simple and inexpensive.

It is still a further object of my invention to with a drive shafttogether with improved lubricating means whereby proper lubrication ofall the moving parts andI their bearingsis assured with a resultingincrease in life of the take-olf.

With the above and other objects in view as provide a novel powertake-off in combination will appear from the following description,refer` ence is made to the accompanying drawings wherein:

Figure l is a. ,longitudinal diametric section o'f a preferred powertake-off embodying the princlples of my invention;

Figure -2 is a secondpreferred embodiment of my invention shown inlongitudinal diametric section;

.Figure 3 is a view inlongitudinal'diametric section of a furtherpreferred embodiment of my invention; d

Figure 4 is a view in longitudinal ydiarnetric section of a modificationparticularly applicable to thetake-oi shown in Figure 3 whereby a power`converting unit and a driven shaft may be operated singly orsimultaneously by appropriate positioning of the clutch member;

Figure 5 is a further modified form of the take-olf of my inventionshown in longitudinal diametric section wherein a pluralityof 'means areemployed to take power from the drive shaft whereby two or more powerconverting units may` Figure 6 is an elevation showing the manner ofinstalling the take-01T of Figure 5 on an automobile truck, the tru'ckbeing shown in dotted lines;

Figure 7 is an elevation showingvthe manner of installing the take-off`of Figure 2 onan automobile truck, thetruck being-indicated in dottedlines;

Figure' 8 is a plan view of the truck of Figure 7 vwith the forward partthereof removed tov show 'the chassis or supporting frame; and

Figure 9 is a pla-nxview in longitudinal dia- 'metric section showing acombinedvpower takeolf and power converting unit as associated with thedrive shaft of a truck in accordance withthe principles of my invention.

With'speciflc reference to the embodiment of my invention shown inFigure 1,'a power take-off unit is provided which is adapted to beintroduced into a counter-shaft, drive shaft of an automotive vehicle orthe like as a part thereof and connected thereto by universalconnections at the ends of the' unit. This power take-oil II comprises adrive shaft I2 having a spline I3 on the end thereof in association withane'lement I4 'of with shaft I2, is formedwith splines I6 at the endthereof and has a universal joint element vI1 suitably secured theretoas shown. Element I1 constitutes a portion of a universal connection toanother portion of the drive shaft which, in an automotive vehicle, maybe the propeller` shaft leading to the differential, and conductingpower to the driving wheels.

Shaft I2 is provided adjacent universal I4 with a supporting .bearingI8, preferably of the selfaligning type, i. e., the bearing is providedwith a race having a surface design such that the bearing support andthe. shaft may be thrown out of` alignment one with another while thebearing continues to operate in its normal manner with no undue stressesthereupon to cramp the lbearing or reduce its anti-frictioncharacteristics. Bearing I8 comprises an inner race I9 and an outer race2I with balls 22 in a suitable cage or -retainer 23 between. It will benoted that race 2 I/is formed with an inner arcuate surface of acurvature having the center of shaft I2 as its origin whereby inner raceI9 may be displaced from the normal axis of the bearing-and yet notdecrease ously other typesof self-aligning bearings may be employed andit is not intended that the presenti invention shall be limited to'. theform described.

I2 and a spacing washer 25 held in place by uni-,

versal element I4. A bearing block26 is provided to engage outer race 2Iwhich is held therein by a block cover 21 suitablyfthreaded, bolted orotherwise secured to block 26. It will be noted that block 26 and itscover 21 are provided with apertures for shaft I2, these apertures beingformed to provide a 'desired amount of clearance for the shaft wherebyshaft I2 may be ngularly displaced from its normal axis through bearingI8 without contacting the portions of the bearing block. A suitablesupport such as pillow block 28 -is provided for connection tothe framein the case of an automotive vehicle and" the emciency thereof. Obvi-'soy the form of a suitable grease fitting 29 of `conventional typeleading into a hole 30. To prevent the escape of lubricant, packingrings 3l are in` serted in suitable grooves in block 26 and its cover21, respectively, and contact with shaft I2.

Shaft I5, adjacent universal connection I1, is supported in a bearing 32of the self-aligning type which comprises a bearing block 33 supportingan outer race of a bearing 34. Since this bearing is preferably of thesame` type as bearing I8,- vno detailed description thereof is deemednecessary. Bearing 34 is retained within block 32 by a cover 35 suitablyfastened to the block as by cap screws 36. Shaft I5 is supported withreference to bearing.32 by a shoulder 3 1 in combination with a place byuniversal member I1.

spacing collar 38 and a4 spacing collar 39 held in 7 A ange 4I ispreferably integrally secured to bearing 32 vto afford means offastening to a frame member 42 of an automotive vehicle (shown in dottedlines) or other means of support. Suitable lubrication means is providedthrough a suitable grease fitting 43 leading into a hole 44 formed inthe bearing block. Lubricant retaining means l in the form of retainersor seals 45 and 46 of well known construction are placed in groovesformed in block 33 andits cover 35, respectively. It will be noted thatthe apertures in block 33 and cover 35 accommodating shaft I5 and itscollars are of a size to afford considerable angular displacement ofshaft I5 from its axis.

The construction as thus far described, when embodied in a motorvehicle, provides an essentially independent transmission in the driveshaft between the universal ahead of the forward selfaligning bearingand the'universal joint in back of the rear self-aligning bearing. Thisparticular feature is important in that it affords means whereby thepower take-off is maintained as a more or less semi-floating unit withregard to the drive shaft and the vehicle frame. This has not been trueof former. structures wherein bearings of conventional type have beenemployed together with associated structure permitting of no give orflexibility in accordance with the Weaving and warping of the vehicleframe during road travel. This has resulted in a cramping of the bearingelements of prior structures which not only materially decreases theefficiency of the bearing and hence the power output of the take-off butin some cases results in damage of the bearing to an extent where theentire unit is forced out of commission until the bearing can ibereplaced. The manner of support described herein overcomes thesedisadvantages in that the selfaligning elements allow the take-off togive and accommodate itself to distortion of the supporting frame withno consequent cramping of .the bearings or decrease in their efficiency.Self-aligning bearings as employed herein have been found to beparticularly advantageous in connection with the adjacent universalconnections to the drive shaft and a power ltake-off of dependablecharacter and relatively long life has been obtained. It is to befurther noted that the advantageous support of the take-olf is obtainedwith no consequent ill-effect to the drive shaft nor'any disturbance toits normally desired substantially rigid positioning. If this were notthe case, the

provision of a semi-floating take-olf might tend `to permit the driveshaft more freedom in its action thus resulting in whipping andundesirable vibration.

Shaft I2 is formed at its right end with an integral flange 45 carryinga cylindrical shaped extension or sleeve 46 at its outer extremity inalignment with the axis of the shaft. vided upon its outer surface withsplines 41 which are engagedby corresponding splines 48 on the interiorof a sliding sleeve 49 which is arrangedV with a projection 5I to beengaged by any conventional shifting vmeans such as a fork (not shown).If desired, sleeves 46 and 49 may be connected by a key or keys inproper relation, with suitable keyways. Splines 48 on sleeve49 extendonly a portion of the length thereof, an unsplined portion 52 beingprovided between the end of splines 48 and an interior annular gear 53.

The interior of sleeve 46 is suitably recessed to provide supports forbearings 54 and 55, preferably of the ball type, which are separated bya spacing collar 56. Lubricant retaining means Sleeve 46 is proisprovided for the interior of sleeve 46 by an annular groove 51 in theend thereof and a collar 58 arranged to accommodate a suitable greaseretainer 59 therebetween. A fitting 6I leading to4 a hole 62 is providedfor the introduction of lubricant.

Shaft I5 is arranged to extend within sleeve 46 and terminate therein, arotatable support therefor being formed by bearings 54 and 55 as shownwhereby shafts I2 and I5 are maintained in substantially exactalignment. It will be noted that this construction provides meanswhereby the axes of the respective shafts or sections are maintained infixed relation to one another as by the arrangement illustrated wherebythe inner ends of the drive shaft and the driven shaft aretelescopically arranged and are rotatably supported by each other at atleast two points of support. Not only does this construction permitoverall changes of length of the take-off arising from the changes inalignment resulting from distortion of the supporting frame by reason ofclearances in the order of machine clearances Cil provided inassociation with the respective shoulders and bearings, but italso'aifords a support at at least two points along the two shaftswhereby the shafts and their associated mechanism withinv the take-olfare maintained in alignment to prevent the cramping of any bearingelements or the developing of stress on the mechanism due to distortionof the supporting frame. 'This feature is also important in that it doesaway with the necessity for a case or housing to maintain the shafts inalignment thereby materially reducing the cost of the take-off and theweight thereof.

A gear 63 is provided on shaft I5 immediately adjacent collar 58 and issuitably keyed tothe shaft as indicated at 64 to rotate therewith. Thisgear is positioned and is of a size to engage gear 53 on sleeve 49 whenthe sleeve is slid to the roper position.

To the right of gear 63 on shaft I5, a portion of increased diameter isprovided to -form two shoulders, 65 and 66. Shoulder 65 assists inholding gear 63 in place and shoulder 56 aids in the holding of abearing 61. A second bearing 68 is spaced from bearing 61 by a spacingcollar 69 and contacted on its opposite side by spacing collar 38.Bearings 61 and 68 are preferably of theball type.

A grooved pulley, gear or like power transmitting element 1I is providedto rotate on bearings 61 and 68 and is arranged to transmit power to apower converting unit of any type desired.

An annular member 12 is provided yat the 'right end of pulley 1I andsuitably bolted thereto to help retain bearing 68 in position and tosupport a grease retainer 13 bearing against collar 38. At the left endof pulley 12, a member 14 is4 provided to abut against bearing 61 and tosupport a grease retainer 15 against shaft I5, member 14 beingadditionally provided with an annular gear 16 of a size to mesh withgear 53. A ttng 11 leads into a` lubricant channel 18 and a distributingchamber 19 in pulley 1I to insure an adequate supply of lubricant to thebearings at an times.

In the operation of the power take-off, the drive is from shaft I2 toeither shaft yI5orpul ley 1I. If it is desired to drive shaft I5, sleeve49 is slid to the left of theposition shown in Figure 1 whereupon gears53 and 63 are engaged. The chain of power transmission .will then bethrough shaft I2, flange 45,v sleeve 46, spline 41,

475 ing supports for bearings |03 and |04, preferably spline 48, sleeve49, gear 53,"gear' 63,

and key 64 to shaft 5 and from there to the wheels of the vehicle if thetake-off be employed inthat corinection.

If it is desired to drive pulley 1| and in turn a power converting unitthat may be mounted upon the vehicle or remote therefrom, sleeve 49 'isslid to the right of the position shown in Figure 1 whereupon gear 53engages gear 16. The chain ofdrive will then be through shaft I2, flange45, sleeve 46, spline 41, spline 48, sleeve 49, gear 53 and gear 16 topulley' 1|.

In the position shown in Figure 1, the power take-off is in neutralposition and neither shaft I5 nor pulley 1| can be driven from shaft |2.

It will be noted that the above described power take-olf involvescompact, simple and eflicient construction which admits of readyinstallation, assembly and disassembly. It is particularly adapted forinstallation upon automotive vehi- 'cles such as repair trucks carryingcompressors, generators and like power converting units' as part oftheir equipment where it is desirable to,

use the one power plant for both locomotion of the vehicle and operationof the power converting u'nit or units.

With reference to Figure 2 of the drawings, Y

thereis illustrated therein a more compact form of power take-offwherein the length is materially reduced, and the take-off may beinserted in a. relatively short length of a drive shaft.- A drive shaft8| leadingfrom a prime mover or other source of power is aligned with adriven shaft 82 leading to the driving wheels of the vehicle. Bothshafts may be formed with splines vat their end portions for suitableconnection to other shafts through universal connections or the like.Shaft 8| is supported adjacent its left end in a self-aligning bearing83 mounted in a bearing block 84 which in turn may be supported upon apillow block 85 secured to theframe of the vehicle. Suitable lubricationis afforded through a grease fitting 86.

Shaft 82 is formed adjacent its right end with a portion 81 of reducedcross section about which is mounted a bearing 88 of the self-aligningtype. A cylindrical annulis 89 is provided for the support of bearing88, bearing 88 being maintained therein by a', locking ring 9| fittinginto a notch 92 in the inner surface of annulus 89 and a cover 93fastened to the annulus as by a threaded connection 94. To insure theretaining of cover 93 in place against the rotation of shaft 82, alocking cap screw 95 may be passed through a. hole 'in cover- 93 toengage a threaded hole in annulus 89. Annulus 89 is formed with anannular flange 96 apertured for the reception of bolts, rivets'or thelike for connection to a corresponding flange on the driving wheel shaftconnection. Means may be provided for the introduction of lubricantadjacent the splined end of shaft 82 and a lubricant retainer 91 is willbe noted that with both bearings 83 and 88,

sufilcient clearance. in the supporting means is provided whereby shafts8| and 82 may be angularly displaced with reference to their normal axesand not be cramped or locked thereagainst.V

' Sleeve |0| is recessed in its interior to form bearprovided in cover93. It

,V lubricant to the bearing sleeve and is formed with an integralgear|05 immediately adjacent bearing 04. A grease retainer |06 is preferablyprovided in bearing |04.

,Shaft8l has mounted thereon onits portion 98, bearings' |01 and |08preferabl'y of the b'a'll type, which support a pulley |09 having sleeve|||l or suitable gearing thereon to transmit power to a power convertingunit usually located on the vehicle. A spacing collar ||2 is provided inconjunction with locking elements ||3 and ||4 to space bearings |01 and|08, bearing |01 being otherwise held in shaft 8| and bearing |08abutting against the An annulus |8 with a gear thereon is bolted orotherwise secured to pulley asshown. Sleeve |`0| is splined on its outersurface to engage with corresponding interior splines on a slidingsleeve ||1 provided with a notched collar ||8 adjacent the right endthereof and adapted to be engaged by suitable operatj Collar ing meanssuch as a fork (not shown). ||8 is preferably secured to sleeve ||1.bycap screws ||9. Sleeve ||1 is formed at its left end with a gear |2| 4ofa size to engage gear ||6 and is further provided with a grease retainer|22 arranged to contact annulus 89.

. In the position of sleeve |I1 shown in Fig. 2,

'the unit is in neutral position( with no drive to either shaft 82 orpulley I If it is desired to drive shaft 82 from shaft 8|, sleeve ||1 isshifted place by a spacing collar ||5 onv to the right until theinterior splines thereon i engage gear |05, the teeth of which areformed to flt the splines.` shaft 8|, sleeve |0|,

abled by means of a-single tting |23 delivering lubricant into the spacebetween the pulley and 'collar ||2, whereby bearings l|01 and |08arelubricated. A conduit |24 leading to core 99 conducts lubricant tobearings |03 and |04.

In Figure 3 I have illustrated still a further embodiment of anyinvention wherein a drive shaft |3| is provided in conjunction with adriven shaft |32, which, if the unit be mounted upon an .automotivevehicle leads' to the ,driving wheels thereof. The pow`er take-offillustrated is designed to be inserted in the drive shaft of a .motorvehicle and accordingly a splined portion |33 is provided on shaft 3| toengage a connecting ange |34 in fixed relation, ange |34 in turn beingconnected to the transmission of themotor vehicle through suitablemeans. A bearing |35 of the self-aligning type'is provided to abutagainst a shoulder |36 formed on" shaft |3|, the bearing being held inplace by a bearing block |31 formed with a threaded cover |38. Block 31is arranged to be supported on the frame of thevehicle. Means .forintroducing is shown at |39 and lubricant retaining gaskets |4| and |42are positioned in the bearing block and its coverto prevent the escapeof the lubricant about shaft |3|.' A suitable clearance is provided inthe shaft. holes through both'the `bearing block and its cover platewhereby the shaft may be angularly displaced with reference to its no alVaxis and yet avoid contact therewith. i

Shaft |32 is formed with a splined portion |43 thereon which engages anelement |44 of a'universal joint (not shown) in fixed relation whereby auniversal connection may be established with a shaft leading to thedriving wheels of the truck. A bearing |45 is provided immediatelyadjacent the universal connection,the bearing being of the self-aligningtype. Bearing |45 is retained in its position on the shaft by a shoulder|46 thereon and universal element |44 in conjunction with suitablespacing washers. `A retaining annulus |41 is provided to the left ofbearing |45 and contains a lubricant retainer |48 in engagement withshaft |32. Annulus |41' is connected to a sleeve |49 through cap screws|5|, sleeve |49 being designed to engage the outer race of bearing |45and clamp it against annulus |41. A flange |52 is provided on sleeve |49for engagement with a suitable supporting element of the vehicle frameas indicated in dotted lines at |53. In this instance, no lubricant sealis provided in connection with the right of the bearing since theuniversal joint, preferably employed,

is sealed against the escape of lubricant at its connection to the shaftgoing to the driving wheels of the vehicle.

It will be noted that the unit as thus far de, scribed embodiesself-aligning means at its point of support by the vehicle frame wherebythe latter may weave and warp during the course of road travel with nodamage to or impairment of the efficiency of the power take-off.

Shaft |3| is formed with a flange |54 carrying a sleeve or shell |55 atits outer periphery. Sleeve I 55 is formed with a spline upon its outersurface which engagesa like spline on a sliding sleeve |56. Sleeve |56is formed with a notch |51 arranged to be engaged by a fork or anysuitable operating means and is further formed at its right end with aninterior annular gear |58 which serves a purpose to be later described.Sleeve |55 is recessed upon its inner surface to form supports for twospaced bearings |59 and |6|, preferably of the ball type. Bearings |59and |6| serve to support the adjacent end o f shaft |32 in rotatablerelation to sleeve |55, shaft |32 having an annular gear |62 keyed orotherwise secured thereto in nonrotatable relation at |63, gear |62 alsoserving by means of its engagement with a shoulder |64 on shaft |32 tohold bearing |6| in position.

Bearing |6| is provided with a grease retainer A sleeve |66 in thenature of a spacing member is mounted on spaced enlarged portions |61and |68 of shaft |32 andserves to space two like bearings |69 and |1|,preferably of the ball type.

' A power transmitting element |12 is mounted to rotate on bearings |69and and may be formed as a pulley with driving sheaves |13 as shown or agear or any suitable means for the transmission of power to a powerunit. Pulley |12 is formed with an integral flange |14 at'lts left endto which is secured as by bolts |15, an annular gear |16 which isdesigned to engage gear |58. A threaded portion |11 is provided on shaft|32 in conjunction with a nut |18 which serves to lock bearing |1| inplace and hence maintain pulley |12 in its proper position.

Means ior lubricating sleeve |55 and the mechanism associated therewithis provided by a tting |19 in conjunction with a conduit |8|, alubricant fitting |82 being also provided on pulley with a correspondingconduit for lubrication p .rpos:s. Grease retainers |83 and |84 are pro-.'ldcd in bearings |69 and |1|, respectively.

and the driving wheels of the vehicle, sleeve |56 is moved to the leftto engage gears |58 and |62. Power will then be transmitted throughshaft gear |62 and key |63 to shaft |32. If it be desired to drivepulley |12, sleeve |56 is moved to the right untilgear 58 engages gear|16. Drive will then take place through shaft |3|, flange |54, sleeve|55, sleeve |56, gear |58, gear |16, and flange |14 to pulley |12;

In this embodiment of my invention and in the others described herein,it is to be noted thatthe spaced bearings in the sleeve of the driveshaft for'rotatable support of the end of the driven shaft areparticularly important since they maintain the continued anti-frictionqualities of the assembly in spite of the reaction thereon due to thebelts or ropes that may be passing around pulley |12 and exerting a pullthereon upon one side only. The adjacent location of the shaftconnection and the mounting of the pulley thereon together with theadjacent positioning ofthe clutching elements limits the stressesimposed upon the unit by reason of the pulley drive to a relativelysmall portion thereof and at a point where there is ample resistance.

In Figure 4, I have shown a modified form of the power take-off shown inFigure 3 in the respet that means is provided for driving either thedriven shaft or the power unit singly or simultaneously from the samedrive shaft. Similar reference characters for corresponding parts, areemployed throughout and detailed portions of the` self-aligning bearingshave been omitted for the sake of brevity.

Driven shaft |3| is supported in self-aligning bearing |35 and connectsthrough flanges |54 with sleeve |55 having bearings |59 and |6| mountedtherein to rotatably support the adjacent end of driven shaft |32.`Sleeve |55 is formed with a splined outer surface. Gear |62 is keyed toshaft |32 at |63 to rotate therewith. Bearings |69 and |1| are mountedon shaft |32 and spaced thereon by collar |66 with pulley |12 rotatablymounted thereon. Shaft |32 is supported at its right end in bearing |45with preferably the same manner of connection to the vehicle frame as 'ishown in Figure 3.

Pulley |12 is formed with a flange |14 and an annular gear |9| issecured thereto as by bolts |15. It will be noted that the gear properis spaced from flange |14 to provide a space |92 equalto or greater thanthe width of the gear. A sliding sleeve |93, with a portion of itsinterior surface splined, is disposed to slide on sleeve |55 and has aperipheral notch |94 thereon arranged to be engaged by a suitableshifting fork not shown. An internal gear |95 of a width ofapproximately twice the width of gears |62-and |9| is provided on sleeve|93.

When it is desired to drive only shaft |32 from shaft |3I`, sleeve |93is placed in the position shown in Figure 4. If it is desired to driveonly pulley |12, sleeve |93 is moved to the far right whereby only gears|9| and |95 are engaged. If it is desired to drive both pulley |12 andshaft |32, sleeve |93 is positioned so that gear |95 engages both gears|62 and gear |9| in which case y the same time as, for instance, a spraytruck in the operation of which the truck is moving along the line ofplants or trees to be sprayed and power is being simultaneouslyfurnished to a spray pump,

5 the truck being driven through shaft |32 and the spray pump throughpulley |12.

In Figure 5, I have shown a still further preferred form of a powertake-olf embodyingv the principles of my invention wherein means is pro`Vvided for driving a plurality of power converting units from the samedrive shaft in addition to driving a driven shaft that may be connectedto the driving wheel of a. vehicle.

A drive shaft 20| is provided in connection with a driven shaft 202,shaft 20| being splined and a ange 203 being connected thereto wherebyshaft may be placed in power transmitting connection with a suitablesource of power such.

as a shaft 204 leading from the transmission of a motor vehicle andconnected through a suita-v ble universal connection 205. `Shaft 202 islikewise splined at its end as at 206 for connection to a universaljoint element 201` leading to the driving wheels of the vehicle througha shaft '2 208 and through a universal joint shown diagrammatically at209.

A self-aligning bearing 2| is provided adjacent the end of shaft 20| forsupport by the frame of the vehicle and a similar self-aligning bearingzlz is provided adjacent the end ef Shaft 2oz for support by the vehicleframe. Inasmuch as these bearings and their manner of connection to andsupport by the frame of the vehicle have been described in detail inconnection with Figures 1, 2 and 3 andtheir construction is believedquite obvious from the drawings, a repeated detailed description thereofat this point is deemed uny necessary other than to state that theypermit the power take-01T to give and accommodate it 40 self to weavingof the vehicle frame during road travel whereby no undue stresses areplaced upon the bearings and the length of life of the take-off isaccordingly prolonged.

Shaft 20| is provided with a ange 2|3 having a sleeve 2|4 extending fromits outer periphery. Sleeve 2|4 supports bearings 2|5 and 2| 6 on itsinterior, preferably of -the ball type, which are spaced by a collar 2I1, the end of shaft 202 being mounted in bearings 2|5 and 2| 6 for"rotation relative to sleeve 2|4. A lubricant fitting 2|8 leads into aconduit 2|9 opening into the interior of the sleeve and a suitablelubricant retainer 22| is provided adjacent the end of sleeve 2|4.

Sleeve 2|4 is splined upon its exterior surface '55.. and a slidingsleeve 222 having corresponding splines is mounted thereon. Sleeve 222has a portion of enlarged diameter with an internal gear 223 mountedthereon.- A circumferential .notch 224 is provided on sleeve 222 forengagement by a shifting fork or other'suitablemeans (not shown) forsliding the sleeve.

Shaft 202 has a gear 225 keyed thereon at 226 arranged to engage gear223 and also provided with shoulders 221 and 228 to support greaseretainers 22| and 229 respectively.

Bearings 23| and 232, preferably of the ball type., are mounted on shaftkeyed thereto withV an abutting locking collar 231 202, land spacedthereon by a collar 233. Bearings 23| and 232l fastened to sleeve 234 asby screws 230.l Proper` lubrication is provided for bearings 23| and 232and their associated elements by agrease 'tting 239 leading intonconduit 24| which connectswlth a groove 242 in th bearing supportingsurface 5 of sleeve 233 forbearing 232. Afgrease retainer 243 isprovided in connection with a flange collar 244 for preventing theescape of lubricant.

A second pair of bearings 245 and 246 are provided on the exterior ofsleeve 234 to support a 10 second pulley 241. An annulus 248 is suitablysecured to the left side of pulley 241 by cap screws 249 or othersuitable means and a gearr25| is formed integral therewith. It will benoted that suitable spacing collars are provided in con- 15 nectionywith pulley 241 and bearings '245 and 246 whereby collar 231'maintainspulley 241-and its assembly on sleeve 234. A lubricant fitting 252 isprovided leading into conduit 253 which in turn is possible to'driveeither of the pulleys or`shaft 25 202. If shaft 202 is to be driven,sleeve 222 is moved to the left until gear 223engages gear 225, whendrive will take place through shaft 20|, flange 2|3, sleeve 2|4,` sleeve.222, gear 223, gear 225, and key 226 to shaft 202. If pulley 235 is 30to be driven. sleeve 222 is moved to the right until gear 223 engagesgear 236. 'I'he drive will` be through shaft 20|, flange 2| 3, sleeve2|4, sleeve 222, gear 223, gear 236, and sleeve 234 to pulley 23s. 1fpuney 2n is te bedriven, sleeve 222 is 35 moved further to the rightuntil gear 223 engages l gear25|I when drive will take place through theusual channels'through gear 223, vand gear 25| to pulley 241.

It win be noted that the power take-efr-just 4o described provides asimple, compact and effi'- cient assembly whereby either of the powerconverting units or the driven shaft may be driven. Such an arrangementis desirable on a truck where the truck is not only to be driven but 45the power of converting units such as a com- -,pressor and a generatormounted thereonare erator equipment to a repair job and providecompressed air for the operation o! air tools or electrical power forthe operation of welding equipment.

'Ihe advantages of such a construction are even F0 more apparent whenformer devices are reviewed. With a single power take-off, to obtainpower for two power converting units, it was necessary to drive to acounter-shaft whichA carried two separate drives operated through adouble twin disc 65 drive clutch. My invention eliminatesthecountershaft, the twin disc clutch and one system of drive connections.The overall assembly is also rendered' more compact and more cargo spaceis affordedln the vehicle by the elimination of all the drivingmechanism above the truck frame.

In connection with thel power take-off of Figure 5,A it is to beunderstood that it may readily 'be designed to drive additional powerconverting 75 v no consequent is taken care of in units by the addition,for instance, of another driving pulley which in turn would be operatedthrough another sleeve extending beneath the two sleeves indicated inthe drawings.

In Figure 6, I have shown the power take-olf of Figure as installed on',a truck, the truck being indicated in dotted lines. Shaft 204 leadsfrom the transmission of the truck to universal joint 205 which isconnected through flange 293 to shaft 20| rotatably mounted inself-aligning bearing 2| I. Bearing 2|| is supported on a cross framemember 26| secured at its ends to the frame of the vehicle. A fork 262,pivoted at 263, is arranged to engage pins 264 on sleeve 222 to slidethe sleeve and. control the delivery of the take-off. Universal 209 andthe associated vselfaligning bearing 2|2 are connected to the frame ofthe vehicle by a depending member 265, shaft 208 leading therefrom tothe driving wheels of the truck.

Pulley 241 is connected by suitable belts 266 to a pulley 261 arrangedto drive a generator 268. Pulley 235 is connected by suitable belts 269to a pulley' 21| arranged to drive an air compressor 212, a tank 213being provided in connection with the compressor.

-It will be noted that the method of installation of my improved powertake-off is relatively simple and the manner of support in conjunctionwith the Vself-aligning bearings permits a considerable amount ofwarping and weaving of the frame of the'truck during road travel withdamage to the power take-off since the latter is supported in a mannersuch that it can give and will maintain its -eidziiency even underconsiderable angular displacement of its axis from the normal positionthereof. No material modifications are involved in the truck structure,the construction being such thatv it can be easily taken care of by theaverage mechanic. It is to be further noted that all power transmissionto the belts of the different power converting units and to the drivingwheels is located'entirely beneath the truck frame whereby the powerconverting units may be located at the forward portion of the body andsubstantially the normal cargo space will be available.

To increase the efficiency of power delivery, the power axes of thepower converting units are preferably disposed substantially parallelaxes of the pulleys delivering the power. This the present instance byselection of the proper shape and size of unit supporting beams 214 and215 on the truckframe.

In Figures '1 and-8, I have illustrated a method and manner ofinstalling the power take-off of Figure 2 on a truck or similar vehiclein connection with a compressor. A shaft 282 is provided leading fromthe transmission 28| of. the truck (shown in dotted lines) to auniversal joint 283 secured by a flanged connection 284 to drive shaft8|.

Shaft 8| is supported in self-aligning bearing in bearing block. 84supported by pillow block 65 suitably secured to a cross channel 285.Suitable shims 286 may beI employed to facilitate proper positioning ofthe block. Channel 285 is con'- nected to side channels 281 of the truckframe by L-shaped brackets 288, bolted, riveted or otherwise fastened. Aself-aligning bearing for the rear support of the take-offv may beattached to the frame of the -truck bya flanged connection of the typegenerally illustrated in Figure 1. Sliding sleeve |I1 in the modicationshown has to the which yin turn is l bolted or otherwisey member. 392 onthe truck frame.

l 298to a supporting plate 299, plate 299 being supported from the truckframeby cross members 30|, and 302 having bolts 303 and 304 attachedthereto, respectively. Slots 305 are formed in plate 299 through whichbolts 393 and 394 pass and suitable nuts are provided for` fasteningplate 299 in position. The slotted construction permits the sliding ofthe entire compressor'unit whereby the unit may be adjusted on the truckframe to maintain belt 294 at the proper tension for an eiiicienttransmission of power. It will be noted that beam 30|" is somewhathigher than beam 302 in order that the axis of the compressor unit maybe maintained substantially parallel to the axis of the power take-olf.

Operating fork 293 is fastened to a shaft 306 to rotate therewith and issupported by a bracket 301. Shaft 306 connects with a lever (not shown)located at one side of the frame which in turn is connected to aconnecting rod 309. Rod 309 connects with `a lever 3I| pivoted in abracket 3I2 vdisposed at the front of the vehicle whereby` shifting fork293 may be operated from the drivers seat. If desired, lever 3|| may bealso connected to operate desired valves on the compressor unitsimultaneously with engagement an disengagement of the power take-off.

In Figure 9, I have shown still -a further embodiment of the principlesof my invention wherein a power converting unit is mounted around apower take-off inserted in a suitable drive shaft, the overall assemblybeing relatively compact, simple to assemble and disassemble and mountedin combination with self-aligning meanswhereby the entire unit issupported in a semi-floating relation to the frameA of the truck and isable to yield and give to weaving and warping of the truck frame duringroad travel. It will be further noted that the novel character of thisassembly avoids the necessity of power transmitting pulleys 'with beltconnections therebetween and affords a positive, direct drive withsubstantially no loss of power and no requirement for continuedadjustment.

In Figure 9, a drive shaft 38| is positioned substantially in alignmentwith a driven shaft 382, shaft 38| being connected through a spline andflange connection 363 with a shaft 384 coupled to a. shaft 385 leadingfrom a suitable source of power such as the transmission of a truckthrough a universal 386. Shaft 382 is splined to a fork 381 of auniversal joint which connects with a shaft 388 leading to a unit to bedriven, or in the case of a truck to the differential driving thewheels. A cover 389 is suitably mounted on shaft 386 and connected -by aflange 39| to a supporting cross Connection of cover 389 to member 392is obtained by cap screws 393 passing through suitable holes in member392. l

Cap screws 393 also pass through suitable holes in a bearing support 394to which an apertured cover plate 395 containing a grease retainer 396is suitably bolted or otherwise fastened. A bearing 391 of theself-aligning type is supported by support 394 and held in place by aflange 398 and cover plate 395'. It will be noted that the aper- 75 turein cover plate 395 is larger than an adjacent spacing collar 399 onshaft 382 whereby shaft 382 may be angularly displaced with reference toits normal axis and still not be unduly cramped and held in frictionalengagement 'with portions of its related assembly whereby the eiciencyof the unit may be reduced.

4A self-aligning bearing 40| is provided in connection with shaft 38|and is supported in a bear; ing block 402 in turn provided with anapertured cover plate 403. Block 402 is suitably supported on a pillowblock 404 member 405 on the truck frame. Suitable means may be employedfor the introduction of lubri-4 cant and lubricant retaining washers arepreferably employed as illustrated in connection with both the bearingblock and its cover plate.

A housing 406 of substantially cylindrical shape is provided aroundshafts 38| and 382 and supports a bearing 401, preferably of the balltype, at its left end 'to support shaft 38|, bearing 401 being held inplace by a shoulder 408 on shaft 38| and a cover plate 409 bolted orotherwise suitably secured to housing 406. Cover plate 409 supports agrease retainer 4|| in contact with a co1- lar 4|2 mounted on shaft 38|to space bearings 40| and 401. I

Shaft 38| is formed with an integral ange 4 |3 having a sleeve 4|4integral therewith at itsv outer periphery, sleeve 4|4 being splined onits outer surface to engage complementary splines on the inner surfaceof a sliding sleeve 4|5 that ,is formed with an interior annular gear4|6 at its right end. Sleeve'4l5 is formed with diametri'- callyprojecting pins 4|1 engaging the inner terminus 4|8 of an operating fork4|9 pivotally mounted in housing 406 at 42| and 422 and connected to a.lever 423 necting rod 424 leading to a lever or other operating meanspreferably in the cab of the truck: Sleeve 4|4 has two bearings 425 and426 therein, preferably of the ball type, and spaced apart by collar 421on shaft 382. Shaft 382 is rotatably supported in these bearings andadjacent bearing 426 has a gear 428 suitably keyed thereto to rotatetherewith at 429. I A shoulder 43| is formed on shaft 382 adjacent key429 abutted by a bearing 432. Bearing 432 is spaced from a secondbearing 433; by a spacing collar 434. Both bearings are preferably ofthe ball type. A sleeve 435 having a gear 436 at the left end thereof ismounted to rotate on bearings 432 and 433 and carries an eccentric 431at its midportion, eccentric 431 being annular groove 438 therein.

Housing 405 is provided with two openings 439- and 44| therein, the axesof which are offset with threaded lugs 443 projecting therefrom.Cylinders 444 are suitably secured to flanges 442 by nuts 445 inconjunction with flanges 4,46 on the cylinders. Suitable valve controlmeans, air inlet and outlets together with cooling means, all generallyindicated at 441, are provided in connection with cylinders 444 but astc eccentric straps: 453 operating4 in annular groove 438` in theeccentric or cam member 431. Straps 453 are located side by side,hence'the retainer 451 suitably secured to a cross f in connection witha conself-aligning bearings that formed with an Y a driving member.necessity for openings 439 and 44| with their asl sociated cylindersbeing slightly out of line with one another as heretoforeA described.

Housing 406 is provided at its right end'with a ange 454 supporting abearing 455 held in position by a cover plate 456 provided with a greasecontacting with collar 399. To prevent the compressor from exerting atendency to rotate with the shaft upon which it is mounted, braces 458are connected to framevmember 392 through bolts 459 and to brackets 46|and housing 406 through bolts 462 or other suitable fastening means. i

Lubrication for the self-aligning bearings may be supplied throughsuitable'grease fittings while is preferably assured by a sump pump (notshown) thus assuring force feed to all moving parts.

In operating the combined power take-olf and compressorof Figure 9, ifit is desired to drive shaft 382 and in turn the driving wheels of thevehicle, sleeve 4|5 is shifted to the left'until gear 4|6 engages gear428. Drive then takes place through shaft 38|, ange 4| 3, sleeve 4|4,sleeve 4|5, gear 4|6, gear 428, and key 429 to shaft 382. If it isdesired to operate the air compressor, sleeve 4|5 is shifted to theright until gear 4| 6 engages 436 whereupon drive takes place throughshaft 38|, flange 4|3, sleeve 4|4, sleeve 4|5, gear 4 I6, gear 436,eccentric 431, straps 453, connecting rods 452 and wrist pins 45| topistons 449.

The above described combination not only is compact and simple inconstruction lbut is also characterized' by increased efficiency in thattransmission of power is accomplished with a minimum of intermediateagents. Moreover, the entire assembly is so mounted by reason of the itmay readily accommodate itself to distortion 'United States. LettersPatent is:

1. A power take-olf arranged to form a part of a drive shaft in anautomotive vehicle comprising a driven shaft; means to support saidshaft from said vehicle comprising a, self-aligning bearing at the pointVof support; a driving shaft in alignment with said driven shaft; meansto support said driving shaft from said vehicle comprising aself-aligning bearing at the point of support; means to support saiddriving shaft in concentric relation'to said driven shaft comprisingbearing means mounted on said driven shaft; a power of the truck frameand' no 'cramping or destruction of the supporting vbearings results. 1may be embodied in other spetransmitting element rotatably mounted onsaid driven shaft and means to optionally connect said driving shaft tosaid driven shaft or said power transmittingv element.

2. A power-take-oif arranged to form part of a drive shaft in anautomotive vehicle comprising arranged to be driven from the prime moverAof secured thereto in non-rotatable relation;

the vehicle; a sliding sleeve s 1 O driven member connected to thedriving wheels of said vehicle and mounted to rotate in alignment withsaid driving member; a second driven member mounted to rotate relativeto said first driven member and arranged todrive a power convertingunit; a third driven member mounted to rotate relative to said seconddriven member and arranged to drive a second power converting unit; andmeans to directly connect said sleeve with either of said driven membersto drive said vehicle or operate any of said power converting units.

3. In a power take-off, a power transmitting element; a shaft dividedinto at least two sections, the rst of said sections being arranged toreceive power from a suitable source; a sleeve on the end of said rstsection; spaced anti-friction means within said sleeve arranged toreceive and rotatably support the adjacent end of said second section inaligned relationship; means on said second section immediately adjacentsaid sleeve to rotatably support said power transmitting element; ashiftable clutch element on said sleeve arranged to rotate therewith;and complementary clutching elements on said second section and saidpower transmitting element arranged to engage said `clutch element, saidclutching elements being positioned immediately adjacent said sleeveconnecting said sections.

4. In a ,power take-off unit arranged to be inserted in a drive shaft ona vehicle; a split shaft,

one section of said shaft being arranged to receive power from saiddrive shaft; a second section arranged to be driven from said firstsection; supporting means adjacent the outer ends of said sections andattached to said vehicle, said supporting means being subject tostresses under working conditions effecting distortion and misalignmentof the elements thereof and of the associated elements of said vehicleand comprising means to support said power take-01T unit in'universalrelation to said vehicle to insure proper operation of said unit despitesaid distortion-and misalignment effected by stresses; and mechanicalmeans between said supporting means to maintain the axes of saidsections in fixed relation to one another.

5. In a power take-off unit arranged to be inaerted in a drive shaft ona vehicle; a split shaft,

onesection of said shaft being arranged to receive power from said driveshaft,` a second section arranged to be driven from said first section,and supporting means adjacent the outer ends of said sections andattached to said vehicle,

said supporting means being subject to stresses under working conditionseiecting distortion and Imisalignment of the elements thereof and of theassociated elements of said vehicle and compris-- ing self-aligningmeansto support said power 4take-off unit Iin universal relation to saidvehicle to insure proper operation of said unit despite said distortionand misalignment effected by stresses, said sections lbeing provided attheir inner ends with means comprising/a plurality of spaced bearings tomaintain the axes of said sections in mutual linear alignment.

6. In a power take-off unit arranged to be inserted in a drive shaft ona vehicle; a split shaft, one section of said shaft being arranged toreceive power from said drive shaft, a second section arranged to'bedriven from said first section, the inner ends of said sections beingmounted in ooncentricrelation to one another; supporting means adjacent'the outer ends of said sections and attached. to said vehicle, saidsupporting means being subject tostresses under working conditionseffecting distortion' and misalignment of the elements thereof and ofthe associated elements of said vehicleandcomprising self-align` ingbearings to support said power takeoff unit in universal relation tosaid vehicle to insure I proper operation of said unit despite saiddistortion and misalignment effected by stresses; and mechanical meansto maintain said inner ends of said sections in substantially rigidlinear alignment, said ends being arranged for relative axial movementtherebetween whereby theoverall length of said power take-off may varyin accordance with its change of axis in said selfaligning bearings.

7. In a power take-olf unit arranged to be in` serted in a drive shafton a vehicle; a split shaft,

the outer ends of said sections and attached to said vehicle, saidsupporting means being subject to stresses under working conditionseffecting distortion and misalignment of the elements thereof and of theassociated elements of said vehicle, and comprising means to supportsaid power take-off unit in universal relation to said vehicle to insureproper operation of said unit in spite of said distortion andmisalignment effected by stresses; and mechanical means to maintain saidinner ends of said sectionsl in alignment with one another to preventbinding of the elements of said power take-off unit by reason of thestresses imposed on said power transmitting means.

8. In a power take-off unit, a power transmit- I ting element; a shaftdivided into at least two sections, the first of said sections beingarranged to receive power from a suitable source; a relatively elongatedsleeve on the end of said first section; anti-friction means within saidsleeve adjacent the ends thereof andarranged to engage a relativelyelongated portionof a second section and rotatably support said secondsection in aligned relationship to said first section; means .torotatably support said power transmitting element on one of saidsections; a shiftable clutch element on said sleeve arranged to rotatetherewith; and complementary clutching elements on said second sectionand said power transmitting element arranged to engage said shiftableclutch element, said clutching elements being positioned immediatelyadjacent the connection between said sections.

9. -In a power take-off unit mountedfupon the frame of a vehicle, saidframe being subject under working conditions to distortion andmisalingment, a power transmitting element; a shaft divided into atleast two sections, the first of said sections being arranged to receivepower from a suitable source; a sleeve on the inner end of one 'of saidsections; spaced anti-friction means within said sleeve arranged toreceive and rotatablyv transmitting element on one of said sections andmeans on said sleeve and positioned immediate- 10. In a power take-offunit arranged for insertion in ay drive shaft on a vehicle as a partsaid second section in ,ranged to contact the thereof andA arranged tobe mounted upon the frame of said vehicle, said frame being subjectalignment; a power transmitting element; a shaft divided into at leastsections being arranged to receive power from a portion of said driveshaft; a sleeve on the inner end of one of said sections; spacedanti-friction.

means within said sleeve arranged to receive and rotatably support theinner end of another section in aligned relationship; means adjacent theouter ends of said sections to secure said sections to said vehicleframe in universal relation thereto to prevent binding of said sectionsby .reason of distortion and mlsalignment of said frame; means saidsleeve and positioned immediatelyadjacent the connection between saidsections to selective# with either said second lsection or said powertransmitting element.

11. In a power take-off unit, a power trans- -mitting element; a shaftdivided into at least two sections,therst of said sections beingarranged to receive power fronr a suitable source, a relatively:elongated sleeve on the end of one, of said sections; anti-frictionmeans within said sleeve aradjacent end of a second section at aplurality of longitudinally disposed points and rotatably support theadjacent end of aligned relationship to said first section; means torotatably support said power transmitting element on one of saidsections; and clutching means on said sleeve and positioned immediatelyadjacent the connection between said sections to selectively connectsaid first section witheither said secondlsection or said powertransmitting element or both.

l2. In a power take-off unit arranged to be element; a shaft dividedinto at least two sections;l

the rst of saidsections being arranged to receive )between said sectionsto selectively connect'said rst section with either said second sectionor said power transmitting element or both.

13. In a power take-off unit arranged for insertion in a drive shaft asa part thereof, a plurality of power transmitting elements; a shaft4divided into at least two sections, one of said sections being arrangedto receive power from said drive shaft; a sleeve on one of saidsections;

two sections, the first of said aligned relation; means couple saidfirst section with said second sectiony Lor either of said power'transmitting elemients.

14. In a vpower take-off unit arranged' for ini'sertion in thedrive'shaft of a motor vehicle as a part thereof and arranged to bemounted upon the frame of said vehicle, said frame being subf ject underworking conditions to distortion and misaiignment; a plurality of powertransmitting elements; a shaft divided into at least two sec-'- tions;one of said sections being arranged to re-4 ceive powerfrom a suitablesource; a sleeve on one of said sections; anti-friction means-withinsaid sleeve arranged to receive and rotatably sup-v port `the adjacentend adjacent the outer ends of said sections to rotatably secure saidsections to said vehicle frame in universal relation thereto to preventbinding of said sections by reason of said distortion and misalignmentof saidframe; means to rotatably support said power transmittingelements on one of'said sections; andmeans on said sleeve andpositionedimmediately adja-i cent the connection between said sectionsto couple said first section with said second section or either of saidpower transmitting elements.

1'5. In a power take-oil unit arranged for insertion in a. drive shaft;a plurality of power transmitting elements; a shaft divided into atleast two sections, one of said sections being ar-` ranged to receivepower from one portion of said drive shaft and function as a drivingsection of said power take-olf and a second of said sections beingarranged to transmit power to the second portion of said drive shaft todrive the same and function as a driven section of said power take-olf;a sleeve on one end of one of said sections; spacedvanti-fri'ction meanswithin said sleeve arranged to receive and rotatably support theadjacent end of a second section in aligned relationship; tion torotatably support onevof said power transmitting elements; means on saidpower transmitting element to rotatably support a second-powertransmitting element; and means to couple said driving section to saiddriven section o1' either of said power transmitting elements.v

16. In a power take-off unit 'arranged for insertion in a drive shaft; aplurality of power transmittingelements; a shaft divided into at leasttwo sections, one of said sections being arranged to receive power fromone portion of said drive shaft and function as a driving section ofsaid power take-ofi and a second of said sections being of a secondsection in means on said second secarranged to transmit power to asecond portion of said drive shaft to drive the same and func- .tion asa driven section of said-powery take-off; means to maintain' saidsections in aligned relation; means on said driven section to rotatablysupport one of said power transmitting elements; means on said powertransmitting element to rotatably support a'second power transmittingelement; and means to couple said driving section to said driven sectionor either of vsaid power transmitting elements.

17. In a power take-off unit arranged for insertion in a drive shaft; aplurality of power transmitting elements; a shaft divided into at leasttwo sections, one of said sections being arranged A to receive powerfrom one portion of said drive shaft and function as a driving sectionof said '..power take-oil, and a second of said sections being arrangedto transmit power to the second portion of said drive shaft to drive thesame and function as a driven section of said power takefoii; a sleeveon the end of one of said sections;

spaced anti-friction means within said sleeve arranged to receive androtatably support the'adjacent end of a second section in alignedrelationship; means on said driven section to rotatably support one ofsaid power transmitting ele- Lments; means on said power transmittingele- 4 diately adjacent the connection between said sections. Y

18. In a ypower take-off unit arranged for insertion ina drive shaft o na vehicle and arranged to be mounted on the frame of said'vehicle whichis subject under working conditions to distortion and misalignment; aplurality of power transmitting elements; a shaft divided into at leasttwo sections. one of said sections being arranged to receivespower fromoneiportion of said drive shaft and function as a driving section ofsaid power take-01T, and a second of said sections being arranged totransmit power to the second portion of the drive shaft and drive thesame and function as a driven section of said power take-off; means tomaintain said sections in aligned relation; means adjacent the ends ofsaid sections to support said power take-off unit from said frame in .l5

self-aligning relation thereto to permit operation thereof when saidvehicle is distorted or misaligned; means on said driven section torotat ably support one of said power transmitting elements; means onsaid power transmitting element 10 tion of said drive shaft; arelatively elongated 2 0 sleeve positioned on the inner end 'of one ofsaid sections; anti-friction means within said sleeve adjacent the endsthereof arranged to engage a relatively elongated portion of a secondsection' and rotatably support the inner end of said sec- 25 ond sectionin aligned relationship to said first section; means to rotatablysupport said power transmitting element on one of said sections; andmeans on said sleevev and positioned immediately adjacent the connectionbetween said sections to .30 selectively couple said rst section witheither said second section or said power transmitting element. PAUL H.DAVEY.

